Intersection-operating system



S. E. MCFARLAND- INTERSECTION OPERATING SYSTEM.

APPLICATION FILED FEB, 11, 1918. RENEWED AUG. 22, 1921;

1,407,209. 1 Patented Feb. 21, 1922 S. E. MCFARLAND.

INTERSECTION OPERATING SYSTEM.

APPLICATION FILED FEB, 11, 191B. RENEWED AUG. 22. 1921.

1,407,209, Patented Feb. 21, 1922.

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- SAMUEL E. MOFARLAND, or LOS ANGEL S, oAmroRNm, ASSIGNOR TO c0121;v snocx- LESS CROSSING CORPORATION, or NEW YORK, N. Y., A conronATIoN or NEW YORK,

INTERSECTION-OPERATING SYSTEM.

Specification of Letters Patent. Patented F b 21 1922 Application filed February 1 1, 1918, Serial No. 216,578. Renewed August 22, 1921. Serial No. 494,377.

To all whom it may concern:

Be it known that I, SAMUEL E. McFnR- LAND, a citizen of the United States, residing at Los Angeles, in the county'of Los Angcles, State of California,*have invented new and useful- Improvements in Intersection-Operating Systems, of -which the following is a specification.

' This invention relates to systems and mechanisms for operating railway intersections, including crossing, switches, etc. I shall explain the system and mechanism which embody my invention as applied to a .crossing; but it Will be understood that my invention may be applied to any kind of intersection or junction.

In most situations'at crossings or junctions there is more, and in a great many cases a great deal more, trafiic on one of the intersecting tracks than upon the other. For this reason, and for other reasons unnecessary to here relate, it is desirable to provide that an 1ntersection mechanism shall be normally in position to pass trains on the most traveled track and be only set in position for trains on the least'traveled track when a train approaches on that track. 'Itis an object of this invention to provide a simple mechanism for such a purpose asherein outlined.

It is also within the objects of the invention to provide a mechanism which is con tion mechanism will be set as a train approaches upon one track, and wherein the mechanism will remamset 1n that position until the'last car of a train is across the intersection; to provlde that a. train leaving the intersection cannot reverse the intersection mechanism immediately ahead of a following car. or train which is ust about to cross the intersection; to provide a system in which proper actuation and opera tion of the parts will'take place regardless of the direction in which a car 'or trainpasses on any track over the intersection; to provide a system in which a car or tram intersectlon mechanism is controlled by the.

cars or trains on one or all of the tracks) to provide a system by which a car or train when once it has set the mechanism for its passage across the intersection (or is holding the mechanism against being set against its passage across the intersection) will hold control of the mechanism during all the time of its passage across the intersection and'until it is clear of the intersection. In the following description I set forth the application of this feature of my invention to the positive controland operation of the crossing mechanism by a car or train upon one track, and also to the negative control of the crossing mechanism by a car or train upon the other track.

It is further a general object of this invention to provide a simple, efficient, and easily and infallibly operated means for actuating the intersection mechanism itself.

'And all these main objects, and others, will be readily understood from the following detailed specification of a preferred form of my invention, as applied to a crossing mechanism. Such a crossing mechanism as herein indicated is shown and described in vUnited States Patents of Edward S. Cobb,

N0.-1,074,082, Sept. 23d, 1913; No. 1,257, 279, Feb. 19th, I918; and No. 1,257,280, Feb. 19th, 1918; and in others not necessary to mention herein- I make no claim to such mechanisms. I

It is not only an object of this mechanism to provide a suitable control system, but alsoto provide a combination by which that control system may be efliciently combined with. the means which directly actuates the, intersection mechanism itself.

In the accompanying drawings I illustrate a preferred form of mechanism and system. In these drawings Fig. 1 is a. plan,

-w1th parts in section, showing the application of my lnvention to a typical crossing mechanism; Fig. 2 is a section illustrating the construction of a crossing mechanism to which the invention may be applied, said section being taken on line 22 of Fig. 1; Fig. 3 is a similar section taken on line 3-3 of Fig. 1 Fig. &. is an enlarged detail section of the. controlling mechanism which controls the actuation of the mechanism which in turn operates the crossing mechanisms; Fig. 5 is a view showing the construction of a preferred form of controlling relay; Fig; 6 is a section taken as indicated by line 6-6 on Fig. 5 and showing the re; lay in its normal position; Fig. 7 is a similar section showing the relay in a typical actuated position; and Fig. 8 is a diagram showing the electrical connections of the sys tem.

In order to illustrate my invention I show its application to an intersection where a v single track T crosses two tracks T but it will be readily understood how my mechanism may be applied to. any number of tracks crossing any number of other. tracks. At each individual track intersection or crossing there is an intersection mechanism I Whose function it is to -make a continuous smooth rall passage across the lntersectlon upon eitherv track. Each intersectlon has ,two pairs of movable rail parts R and R and it is a function of this mechanism to raise and lower these pairs of rail parts R and B so as to make either pair flush with and forth.

the track rails on whichthey form continua.- tions. This operation is accomplished by the back and forth rotation of shafts 10 within the intersection mechanisms 1, two in each mechanism. Sprocket chains 11 may connect the two shafts of-each mechanism, so as to cause the shafts to operate synchronously; the cams 12 and 13 on these shafts cause the rails parts, It and R to be raised and lowered as the shafts are rotated back Each of these intersection mechanisms may typically comprise the following described parts.

In Figs. 2 and 3 the numeral 9 designates the box base in which an intersection or crossing mechanism is mounted. The two shafts 10 are mounted in suitable bearings 100, and carry the cams 1 2 and 13, which opcrate under. rail portions R and R respectively. In the drawings the rail portions movement of the "chains 11 in the direction indicated, the cams will act to raise rail portions R and lower rail portions R When these rail portions are in their uppermost position their upper tread surfaces are flush with and form continuations of the upper tread surfaces of the respective rails of:

the tracks T and T the lowered rail por int-mot tions in each case being far enough down to clear the flanges of wheels which pass on the in the various views, will cause the move-.

-ment of the parts so as to lower the rail parts R and raise the rail parts R Movement of the shafts, and simultaneous movement thereof, for both the intersections I, may be efiiciently caused by a fluid pressure mechanism comprising a cylinder 20 with a piston 21 mounted upon a piston rod 22 which projects through both cylinder heads 23 and is attached at its opposite ends at 24 to the two chains '11. With the piston 21 in the position indicated, the tracks T are I clear. a

It is a" function of the control system and control mechanism to cause the intersection mechanisms to be set to make the track T clear when a train approaches the intersection in either direction on the track T and to hold the intersection mechanisms in that condition during all the time that the car or train is passing across the intersection, not losin control of the mechanism and not allowing .the intersection mechanisms to resume their normal positions until the c'ar or train is entirely across the intersection and then to cause the infallible return of the intersection mechanisms to their normal position in which tracks T are clear. In order to accomplish these results,

the positive control if eii'ected entirely by. a

trains on track T can, under certain circumstances, prevent operation by a car or train on track T 1 provide in the track T two insulated rail sections 30 and-31 situated on opposite sides of the intersection. For the purposes of operating the system, a battery may be used, as illustrated at B; and an intermediate plate of the battery may be connected by wire 32, 32 to any one of the grounded railsof the track. From the insulated rail section 30 there extends a wire 33, connecting to one side of a solenoid 34, the other side of this solenoid being connect-' ed by wire 35, 35 to one side of battery B. From wire 35 a branch wire 35 leads to one side of another solenoid 34", the other'side of this solenoid being connected by wire 33* to the insulated rail section 31. These solenoids 34 and 34': each are adaptedto pull a core 34 and. 34, respectively, up-' 38 and 38 engage the contacts 39 and 39*,respectively. (Description of the arms 158 and 158 is deferred-tea later part of this specification.) When the arms 36 and 36 are raised, the contact arms 38 and 38?" engage contacts 40 and 40*, respectively. The ends of arms 36 and 36 are shaped as is shown in Figs. 5, 6 and 7, with a convex outside surface. Immediately over the ends of these arms there hangs a. catch or hook member inthe upper part of each prong there is a hook 47 in which the arm 36 or 36" will 45 which has two dependent prongs 46 and catch when it is raised. The arrangement is such that, if either of the arms is raised,

the arm will press the member 45 over and will pass above the hook 47 and then, upon being dropped, will catch in the book 47. Member 45 is pivoted at 48 so that it swings easily. In Fig. 7 I show the arm 36 hooked up by the member 45. The arm 36 "hanging in the member 45 causes that member 45 to hang out of its normal vertical position to such an extent that, when the arm '36 is subsequently raised, then this arm will pass inside'the prong 46. This arm '36 passing inside the prong 46 causes the member 45 and held until the other relay arm and switch are moved by the energization of the other solenoid. The second moved arm is not held up by the hook member 45 but will 7' a be itself dropped whenever its solenoid is de-energized. This operation takes place regardless of which arm and switch is actuated rst.

The two contacts .40 and 40 are "connected together by wire 50, while contact 39 is connected to switch arm 38 by a wire 51. A wire 52 leads from wire 50 through a circuit hereinafter to be ex lained, to a wire 52 which leads to one si e of a solenoid 53 while a wire 54 leads from contact 39 to one 1 I side of a solenoid 55. (For the purpose of considered as if closed, which it normally is and is only opened under certain circumstances hereinafter set ,forth) solenoids 53 and 55 are those which cause the controlling actions which control the crossing operating mechanism. O-f course, it will be understood that, as far as this invention is concerned, the mechanism which actually and directly causes the operations of-the crossing may be of any desired charaoter; and upon the character of this mechanism will depend the character of the con- These two.

trolling mechanism which is operated by the solenoids 53 and 55. In the present case,

the operating mechanism is shown 'to be of the fluid pressure variety, and therefore the solenoids-'53 andv 55 actuate a valve device adapted to control admission and exhaust of fluid pressure to and from the operating mechanism. I

The two cores 60 of the solenoids 53 and 55 (Fig. 4) are connected together and are.

pivotally connected at 61- with apivotal arm 62 towhich the valve rod 63 is directly connected. Valve rod 63 connects to slide valve 64 which may be of any suitable type sliding in valvebox 65'. This valve box has an exhaust port 66 and two cylinder ports 67 and 68. Port 67 is connected by pipe 69 with the end. of the cylinder 20 at which the piston 21 normally stands; while port 68 is connected by ipe 70 with theother end of the cylinder. position, connects both the ports 67 and 68 to exhaust port 66. If the valve 64 is movalve 64, in its normal centraled in the direction indicated by the arrow in the drawings, it will connect port 67 with the fluid pressure space outside the valve,

allowing fluid pressure to move into the port 67, and thence through the pipe 69 into the end of the cylinder 20, causing the movement of piston 21 in the direction indicated in Fig.- 1, which causes the operation of the crossing'mechanisms to lower the rails R and raise the rails R When the piston 21 has moved through its complete stroke, a

collar 75 on the piston rod will strike the tact 77 is-moved so that it then makes ennormally standing between the two adja cent ends of stationary contacts86 and 87 Ii and adapted to be carried onto contact 86 whenthe arm 62 is moved in the direction hereinbefore described by the energization of: solenoid 53, and adapted to be carried onto the contact 87by movement in the opposite direction. A wire '90 connects the other side of battery B with contact 79,

v portion and the opposite grounded rail, es-

tablishing a circuit described as follows:

from battery B through wires 35, 35 to solenoid 34 and thence through wire 33 to rail 30, across to the grounded rail and through wires32 32 back to the battery. Solenoid 34 being energized, the arm 36 is raised, throwing switch arm 38 across into engagement with contact 40. As soon as this action takes place, a circuit is established as follows: from battery B through wires 35, 35, 35 and wires 35 and 35 (which connect wire 35 to switch arm 38) thence through switch arm 38",

contact 39*, wire 51, switch arm 38, contact 40, wire 50, wires 52, switch arm 138, contact 139, wire 140, switch arm 138*, contact 139 wire 52', solenoid 53, -wire 91,

contacts 78, 77 and 7 9 and wire 90, back to the battery B. Solenoid 53 being thus energized, it moves its core 60 and the pivoted arm 62 and all connected parts in the di rection indicated in the drawings; and by so doing it draws the valve 64 to the position hereinbefore described to supply fluid pressure to move piston 21 inthe direction indicated, and it also by the same action throws switch. arm 85 around onto: contact 86. Now, the arm 36 having been moved upwardly, it is held up by the hook member 45, as hereinldefore explained, so that, once the relay arm 36 has been moved 1 upwardly, and this upward movement is almost instantaneous, then subsequent operations of the mechanism are carried through regardless of whether there is a continuing connection between the rail part 30 and the opposite grounded rail. In other words, for this part of the operation, it is not necessary that rail 30 be very long.

Piston 21 moves in the direction indicated by the arrow in Fig. 1, and toward the end of its movement the collar 75 engages the ends 76 of rod 76,, and further movement of the piston then canses the movement of contact 77 over onto contact 80. As soon as contact 77 touches contact 80, a circuit is then established for the other solenoid 55. 'That circuit is as follows: from battery B, through wire 35, wire 89, (which leads from wire 35, to contact arm 85) arm 85, contact 86, (with which the arm 85 is then in engagement), wire 93, solenoid 55, wire 92, contacts 80, 77 and 7 9, and wire 90, back to the battery B. The energization of solenoid 55 causes the movement of the solenoid cores and switch arm 85 in a direction opposite to that indicated; and this movement will continue until the arm 85 is drawn oil the contact 86, when the said circuit will be broken and the parts of the control mechanism will all then be stopped in their normal medial positions. The piston 21 is now in its position at the end of cylinder 20 oppositeto that in which it is shown in Fig. 1, and the crossing mechanisms are in position opposite to that shown in the drawings, and the relay arm 36"is stillhooked up. As long as this relay arm i hooked up, (or as long as either one of the relay arms is hooked up), the crossing operating mechanisms and the crossings will not return to the normal positions but will remain in their abnormal positions until both the relay arms 36 and 36 are lowered. The only manner in which relay arm 36 can be lowered is to release it by raising the arm 36% The relative position of insulated section 30 is such that when a car'or train approaches or runs on to that section, and causes the operations which have been described, those operations will take place and be completed before the car or train reaches the intersection. When the car or train reaches the intersection it passes overon a smooth, continuous and unbroken track, and then its forward wheels pass onto the insulated rail section 31. A circuit is then set up from battery B through wires 35 and 35, wire 35*, solenoid 34, wire 33*, rail section 31, across to the opposite grounded rail, and thence through wires 32 and 32 back to the battery. Relay arm 36 is thus raised, and the raising of this arm causes the release of relay arm 36, and the arm 36 will then be dropped if there are no wheels yet upon the insulated rail portion 30. Arm 36 will be unhooked' immediately when arm 36 is raised, and it will then be immediately dropped, or will be subsequently dropped when the last wheel has passed ofi' insulated rail portion 30. But arm 36 will remain up in any case, until the last wheel has passed ofi insulated rail portion 31. This is so because the insulated rail portion 31 (and also portion 30'because this whole system is designed to operate regardless of the direction in which a car or train ap- 1 preaches on the track is long enough that, after the first wheel has run upon it,

there is never then a time at which there is not at least one wheel on the rail 31 until I wheel runs upon the rail portion 30, until the time'the last wheel leaves rail portion 31, one or the other, or both, of the relay arms 36 and 36 are held up. It will be seen from what is explained following, that when either one or both of these arms are up, the intersection mechanisms will be thrown to and held in their abnormal positions. I have explained how the intersection mechanisms are thrown to their ab-' normal positions when the arm 36 is raised, due to the establishment of an electrical circuit through the solenoid 53; and I have explained how, by the action of the piston,

'the circuit through the solenoid 53 isbroken and a circuit established through the solenold 55 to energize that solenoid and to thus carry the solenoid mechanism (that is, the' section mechanisms to move backto theirnormal positions, it is necessary that both the relay arms 36 and 36 be down; When a wheel has entered-on-the rail part 31, and the relay arm 36 has been thereby raised, the contact arm 38 has left' ofii engagement with contact 39 before the contact arm 38 can move back into its normal engagement with contact 39. Contact arm 36 moves back to its normal position, either when it is unhooked or whenever the last wheel movesoff the insulated rail section 30; and contact arm 38 moves back'to its normal position when the last wheel moves off insulated railsection 31. Immediately both these contact arms 38 and 38 have reached their normal" positions; then a circuit is established as follows:

From battery B through wires 35 and 'wire 35, wires 35 and 35, contact arm 38, contact 39,,wire 51' contact/arm 38, contact 39, wire, 54. solenoid 55. wire 92, contacts 80, 77 and 79, and wire 90, back to the battery B. Energization of the solenoid 55 in this manner (without depending upon themaking of the contact througharm 85 and contact 86) causes the solenoid core to be moved in' a direction opposite to that indicated, causing the value to be moved to a position opposite to that hereinbefore described,'allowing fluid pressure to pass through pipe to the end 'of the cylinder at which the piston'21 then stands, to

move'the piston back to the'position shown in Fig. 1. When the piston approaches this position shown 111' Fig. l, the collar on piston rod 22 strikes end 76 of rod .7 6 and moves that rod back to its normal position where the contact 77 again engages the two contacts 78 and 79. As-soon as the contact 77 leaves contact 80, the circuit to solenoid '55 is broken; and as soon ascontact 77 touches contact 78, a cicuit is established through the solenoid 53 as follows: from battery B through wires 35 and 89, arm

85, contact 87 wire 94, wire 52", solenoid 53, wire 91, contacts 78, 77 and 7 9,and' thence through wire 90 back to battery B. Energization of solenoid 53 causes the movement of the control mechanism back 'toJits normal medial position, where the circuit through the-solenoid 53 is broken by the arm leaving engagement with contact 87. The parts are then all back in their normal positions; both the relay arms are in their normal lower positions, the control mechanism is in its 85 normal medial position, the contact 7 7, is in its normal position engaging contacts 7 8 and 79, and the intersection operating mechv anism and the intersection mechanisms them selves are all in normal position making a clear passage on track T I will now explain how this jmechanism acts to the same efl'ect'as hereinbefore described, when a car or train approaches on trackT in the direction opposite to, that indicated in Fig. 8. Such a car or train will pass first onto rail section 31- and-j it will established through the solenoid '53 in the same manner as it was before established by action of the relay arm 36, because the two contacts 40 and 40 are connected together by the wire 50. Consequently, the solenold 53 .isenergized to move the core 60, and to cause the actuations of the various parts in exactly the same manner as hereinbefore described. The train' having passedon over the intersection and run onto rail portion 30, relay solenoid 34 is thereby energized in the same manner hereinbefore explained, causing relay arm 36 to F'move upwardly, and throwing relay switch arm 38 over against the contact 40 and away from contact 39. The upward movement of arm 36 releases 12 the arm .36 which theretofore had been hooked up, allowing the arm 36 to drop (providing relay solenoid 34 is not still energized; and allowing it to dropin any event after that energization has ceased).

Relay arm 36 willremain in its raised posi-.'

tion until the last wheel leaves'rail portion 30. During this time, and at all times while switch arm 38 is out of engagement with contact 39, no current can flow through the .130 r the arrows, causing-reverse operation of the the last wheel'do'es pass 011' rail section 30,

then arm 36 drops to its normal position and the circuit through solenoid 55 (the same as hereinbefore described) is again made,

' and solenoid 55 acts to throw the parts in the direction opposite to that indicated by crossing operating mechanism and causing I the crossing operating mechanism and the crossing mechanisms themselves to. come back to normal position. At the end of this operation of the crossing mechanisms the control mechanism is moved back to its nor- -I nal medial position, as hereinbefore ex plained.

It will now be understood how the system herein described acts to cause the same se- 30 quence of intersection operations regardless of the direction in which a car or train passes over the intersection. The control mechanism has three positions-a normal position in which it holds the operating mechanism at test, one position in which it causes operation in one direction, and another position in which it causes operation in the opposite direction. The control mechanism and the 7 operating mechanism are equipped with means to bring the control mechanism to its normal medial position of is completed.

restswhenever either of the two operations The function of the controlling system-is to cause the same sequence of operation of 4 the control mechanism regardless of the di-' rection in which a car or train passes the intersection. This is accomplished by hav-v mg in the control system two relays, one,

adapted to be actuated by a train at one side of the intersection, the other adapted to beactuated by a car at the other side of the intersection; the actuation'j of either of which relays causes the same operation of they control mechanism, and which relays it is necessary both to be unactuated or de-energized in order to cause a reverse operation of the control mechanism. Thekfeature of hanging up one of the relays until the other one is actuated makes .it impossible, after either one of the relays has been actuated, to at any time have both relays back in their normal unactuated positions until the other relay has been actuated and finally de-energized. The control rails being longer than merges the longest distance between wheels of a car or train, makes it impossible to de-energize a relay at any time until the lastwheel passes ofi the rail. The hanging up of an initially actuated relay provides that if a car shorter than the distance between the adjacent ends of rail sections 30 and 31 passes across the intersection, it will not, because it passes ofi' one rail section before it passes on to theother, allow the crossing mechanisms to be then reset in their original normal position.

The foregoing description has been made without describing the control which a car or train on track T may have on the crossing all normal times {but if a car or train should approach on track T then the, circuit is broken at wire 52 in a manner now to be explained.

I provide on tracks T insulated rail portions 130 and 131. The portions 131 are connected together by wire 132 and are together connected to solenoid 134 by a wire 133. Rail portions 130' are connected together by wires. 135 and 135* and are connected to solenoid 134 by wires 136, 136*. The circuit for solenoidy134 leads from battery B through wire 35, wire 145 and wire 146 to solenoid 134 and thence through wires 133' and 132 to the insulated rail sections 131 and thence across to a grounded rail and back through wi're 32 32 to the battery. The circuit for solenoid 134 is substantially the same except that it involves the wires 136, 136 and 135, 135 and the insulated rail sections 130. These solenoids 134 and 134 form part of a relay mechanism substantially similar to that hereinbefore described except that in this arm 138 or 138 which engages, when the relay is de-energized, with a slngle contact 139 or 139. When both these relay mechanisms are de energized then the circuit from wire 52 to wire 52 is complete and unbroken;

through wire 52, arm 138, contact 139, wire the manner hereinbefore explained. The

circuit will thus remain open at 138-439 while that car passes across the intersection. When that car has passed over onto rail portion 131 it energizes the other solerelay mechanism there is a single contact noid 134, raising, relay arm 136, breaking the circuit at 138139 and'allowing the relay arm 136 to drop. When this car leaves rail portion 131, then the circuit will be agaln established at 138-.-139 I Thus it will be seen'that any car or train passing across the intersection on track 'I will cause a break in the circuit of wire 52 at alltimes' while it is passing over the intersection. 1 A break in the wire 52 makes it impossible for any car subsequently approaching on track T to energize the solenoid 53 andto thus operate the crossing. Consequently any car or train approaching or traversing the crossing on track T protects itself. against the crossing being operated while it is passing.

However,if the car on track T has arrived first and set the mechanism in operation, the armval pf a car on track T will not stop that operation; because after solenoid 53 is once energized, the crossing actuating mechanlsm goes through its operation automatically to the rails 30 M31 should be grounded withtheend. And, further, the breaking of the circuit in wire 52 does not at all hinder the return movement of the system and mechanisms to put the crossing back in its normal position to pass a car on track T. If acar 1s standing on track T close to the crossing while a car is cro'ssing on the other/track, 30

as soon as the second mentioned car moves ofl the msulated ra1l sectlon after passing the crossing, then'the' mechanism automatipass the waiting"v cally returns to position to car. In a system of this generalcharacter it is I desirable Qthat provision .be made for' throwing the crossing mechanisms back to their normal positions ifthey should be accidentally thrown from their normal positions. If, for any reason or cause, one of out a subsequent grounding of the other one of these rails, the crossing mechanisms will thereby have been moved from their-normal positions and-will be left in their abnormal positions. Suppose, for instance,that a'metal wagon tire should ground one of the rails for a short ti1ne;'or suppose that a car. should moveup'to the crossing, grounding one of.

the rails, and then backaway from the crossing without going on over to-theother' rail;

In such a case, themechanism'woiild be operated to its'abnorm'al position and" left in that position. To overcome 'sucha difliculty as this, I providean automatiomeans which will, after the lapse of a certain, time period, return the crossing to its normal position. Said time period begins'to elapse after the grounding of the rail has ceased; so that if a car stands for an indefinite time upon one insulated rail, the crossing mechanism will not be thrown back to normal position until the car leaves that rail, andthen only after-a predetermined time has elapsed. V

In order to effect this emergency opera- V i I tion, I equip the relay mechanism with another pair of contact arms 158 and 158.

indicated-by the arrow, raising a contact.

plate 178 against two contacts 179 and 180. One end of the resistance winding is connected by wire 181 to wire 32 leading to the battery B; and contact plate 17 8 -is also connected by wire 182 to .the wire 181. Contact 179 is connected by wire 183 with wire 33 -which connects insulated rail section 31 with solenoid 34 while contact 180 is connected by wire 184; with wire 33 which con- 'nects insulated rail section 30 with solenoid 34. It will thus be seen that the switch formed at 180-178 is in parallel,'with reference to solenoid 34, with the gap between insulated railsection 30 and the grounded rail on the other side of the track. And

the switch formed at 178-17 9 bears the same relation to the gap between insulated frail section 31 and the ground. Consequently. when the thermostat has raised contact 178,

it will be" seen that both solenoids 3e and 34 'will be energized in. exactly thesame manner as they The other end ofthe resistance winding;

1177 is connected by wires 185, 186 and 187 to the contacts 17.0.and 170*. The two contacts' 159 and 159 are connected together by wire 188, and are both connected to the battery B through a wire 189 which through wires 35 35 and 35 to the bat- 'te'ry. And the two-switch arms 158 and 158 are connected together by awire 190. Suppose now that rail 30' 1S& temporarily grounded, causing'relay arm 36 to move upwardly and be hooked in its upper position would be energized by the grounding of rails 30 and 31.

connects with wire 35 which connects back and causing the crossing mechanisms to be thrownto their abnormal positions, in. the- -manner hereinbefore described. .immediatelyfflows from battery B through wires 35, 35, 35*, 35, 189, 188, contact159, arm .158,"wire 190, arm 158, contact 170,

wire .186, wire 185; thermostat winding 177,"

Current and wires 181-and 32 back to the'battery.

Now, ifQthe rail 30 is still grounded, the current will be largely diverted from thecirjcu'it just described, the currentthen flowing from wire 35 through solenoid34, wire 33,-

rail 31, ground and wire.32 back to the bat-- tery.. As soon as the grounding of rail 30 has ceased, then thermostat winding is supplied with full current, and the thermostat begins to act. After a certain time period the contact 178-will engage contacts 179 and 180. The immediate result of thisis to again energize not only the solenoid 34 but also solenoid 34 Energization of solenoid 34* causes arm 36 to move upwardly, re-

leasingthe other arm and allowing bot-h arms to drop simultaneously. This they will do because, as the arm 36 moves upwardly, it draws the hook member far enough around to the right in Fig. 7 to disengagearm 36 so that, upon a subsequent simultaneous release .of both arms, both arms will fall freely. It will be noted that in order to supply the thermostat with current, one of the switch arms 158 or 158 must be in its normal position, while the other is in its abnormal position. If both of them are in normal position, or both in abnormal position, then the thermostat is not supplied with current. 'This is true be cause the current which is supplied to the thermostat must flow either through contact 170 or 170". In order to get to either of these contacts it must flow through either the arm 158 or the arm 158, which are connected together by wire 190. Battery current is fed to contacts 159 and 159*. Consequently, in order to get current to the therthe relay arms 36 and 36 will be dropped.

Vhen both these arms are dropped. then the crossing mechanisms will be moved back to their normal positions in the manner which has been before explained.

It will be-seen that a similar thermostat controlled operation will take place if the rail 31 is grounded, in the manner above explained for the grounding of rail 30. In fact it will be seen that this part of the system, as well as all other parts, works and operates in identic fashion regardless of which rail is grounded first.

The thermostatic control may of course be applied to the relay mechanism con nected with track T as well as to that connected with track T The same conditions prevail in either case. In each case the approaching car-actuates a control means that performs a certain function wlth relation to the mechanism or system and that function persists until that car passes on over the.

intersect-ion and 'actuates another means that terminates the function-terminates 1t, as

cause the second actuation.

herein described, by releasing the first actu ated control means. If, for any reason, one control means is actuated and the other not subsequently actuated, then it becomes the function of the time period mechanism to I the circuit of" wire 52 to be broken at 138*139 that circuit would remain broken indefinitely and the actuating means remain powerless to act, unless a rail 131 be subsequently ounded This the time period mechanism will do if it is connected up with the relays for track T in the same manner as hereinbefore described for the relays for track T ll illustrate thermostat 275 having winding 277, contactplate 2'78, and contacts 279 and 280. Wire 281 connects to wire 32 and to one side of the winding 277 and also to plate 278. A wire 283 connects one-contact 279 with the wire 136 which leads to solenoid 134 'A wire 284 connects to the other contact 280 and to the wire 133 which connects to the solenoid 134. The other side 'of the winding 277 is connected to wire 285, and by means of wires 286 and 287 to contacts 270 and 270, respectively. adapted to be engaged by the contact arms 258 and 258*, respectively, when the relay. solenoids are energized. When the relay solenoids are not energized, these arms engage Thus, for' in- These two contacts are contacts 259 and 259, respectively. Contacts 259 and 259 are connected together by wires 288-, 288% and wire 288 is connected by wire 289 to wire 89 which lea-ds'back to wire 35 and thence to the batteryB. The two arms adapted to make either track continuous at the intersection, operating mechanism for the intersection mechanism, and a control system for the operating mechanism, said control system embodying two controlling means having each a normal position causmg the operatlng mechanism to assume a certain normal position, said controlling means being actuatable one by wear or train at one side of the intersection and the other by a car or train at another side of the intersection, and either. of said controlling means when'soactuated causing operation of the operating mechanism from its normal position, and means to hold either of said controlling means in its actuated position, said .means being releasable by the ,other controlling means when actuated.

intersection, operating mechanism for the intersection mechanism, and a control mechanism having two actuating positions in one ofwhich it causes the movement ofthe operating mechanism to a certain normal position and in the other of which it causes the movement of the operating mechanism away from its normal position, and a controlling system embodying two controlling means each having a normal position in which they together cause actuation of the controlling mechanism to its first mentioned actuating position, one of said controlling means being actuatable by a car or train at one side of: the intersection and the other being'actuatable by a car or train at another side of the intersection,-. and either of said means being capable in its actuated position to cause movement of the controlling mechanism to its second men tioned position, and means holding either of said controlling means in its actuated position, said holding means being releasable by the other'controlling means when actuated.

'3. In combination with twointersecting tracks and an intersection mechanism adapted to make either track continuous at the intersection, operating mechanism for the intersection mechanism, a controlling mechanism embodying a means controlling supply of energy to the intersection operating mechanism, said means having two actuating positions, one in which it supplies energy to" move the operating mechanism away from a normal position, and the other in which it supplies energyto move the operating mechanism back to its normal position, an electro-magnet to move said means to its first mentioned pos1t1on, and another electro-magnet 'to move said means to its second mentioned'position; and a control system embodying a pair of relays, electrical circuits including the windings of said relays and including also means, in association with a track at points on opposite sides of the intersection whereby a car or train may close the circuit to one or the other of said relays and cause movement ofisuch relay from a .normal to an actuated position; an electrical circuit includin the first mentioned electro-magnet and a apted to be closed by the aptuation of either of said relays, and an e ectrical circuit including the second mentioned magnet and adapted-to be closed'by said relays when both of them are in normal position.

4. In combination with "two intersecting tracks and an intersectlon 'mechamsm adapted to make either track continuous ,energy to. move the operating mechanism away from a normal position, and the other in which it supplies energy to move the operating mechanism back to its normal position, an electro-magnet to' move said means to its first mentioned position, and

another electro-ma gnet to move said means to its second mentioned position; and a control system embodying a pair of relays, electrical circuits including the windings of saidrelays and including also means -in association with the track at points on opposite sides of the intersection whereby a car or train'ma-y close the circuit to one or the other of said .relays and causemove ment .of such relay from- 'a normal to an actuated position an electrical'circuit including the first mentioned electro-magnet and adapted to be closed by said relays when both of them are in normal position; and means for holding either relay in its actuated position, said means being releasable by the other-relay whenactuated;

5.In combination with two intersect-ing tracks and an intersection mechanism adapt ed to make either track continuous at the intersection, means for causing the opera-. tion of said mechamsm and for causing 1t normally. to assume a position in which it makes one of said tracks continuous, c0n-' trol means actuatable by a car or train on the other track to move the mechanism to its position to make that other track continuous, and means controllable by a car or- .train on the first mentioned track to prevent said last mentioned nism.

v 6. In combination with two intersecting tracks and an intersection mechanism adapt-1 ed to make either tr'ack continuous at the inmovement of the mecha-' tersection, means for causing the operation last mentioned means having no effect upon the operation of the mechanism assuming its normal position.

7. In combination with two intersecting tracks and an intersection mechanism adapt.- ed to make either track continuous at the intersection, a controlling system for the mechanism embodying a pair of controlling are means actuatable by cars or trainson opposite sides of the intersection, either of said controlling means when actuated controlling the intersection, and interacting means between the controlling means .holdlng either of them in its actuated position and releasable by the other when actuated.

8. In combination with two intersecting tracks and an intersection mechanism adapted to make either track continuous at the intersection, a controlling system for the mechanism embodying a-pair of controlling means actuatable by cars or trains on opposite sides of the intersection, either of said controlling means when actuated controlling the intersection, interacting means between the controlling. means holding either of them in its actuated position and releasable by'the other when actuated, and time period mechanism operable at times causing the actuation of the other controlling means after the one first mentioned controlling vmeans has been actuated".

9. In a system of the character described,

two intersecting tracks and an intersection mechanism adapted to make either track continuous at the intersection, a controlling system for the mechanism embodying a pair of controlling means actuatable by cars or trains on opposite sides of the intersection, said controlling means when both'in unactuated position causing the mechanism to assume a certain normal position making one of the tracks continuous, either of said controlling means when actuated causing the .mechanism to assume its other position to make the other track continuous,.and interacting means between the controlling means holding either of themin its actuated position and releasable by the other when .actuated.

10. In a system of the character described, twosintersecting tracks and an-intersection mechanism adapted to make either track continuous at the intersection, a controlling systemfor the mechanism embodying a pair of controlling means actuatable by cars or trains on oppositesides of the intersection, said controlling means when both in unactuated position causing the mechanism to assume a certain normal position making one of the tracks continuous, either of said coni trolling means when actuated causing the mechanism to assume its other position to make the other track continuous, interact-.

ing means between the controlling means holding either of them in its actuated posi-' adapted to make either track continuous at the intersection, means actuable by acar or train approaching the intersection to actuate the intersection mechanism, means actuatable by the c ar or-train leaving the intersection to re-actuate the intersection mechanism, and a time period mechanism operable at times to cause re-actuation after the first actuation. f I

12. In combinationwithtwo intersecting tracks and an intersection mechanism adapted to make either track continuous at the intersection, means actuatable by a car or train .approaching the intersection on one track to operate the mechanism to make that track continuous,' said means in its normal position causing the intersection mechanism to make the other track continuous, and time period mechanism operable at times to return said means to its normal position after actuation by acar-or train.

18. In combination with a track intersection mechanism and control means therefor, said means and mechanism having a certain normal position, time period mechanism operablc at times for causing return of the control means and intersection mechanism to normalposition within a certain time period after operation of the control means has ceased. v

14. In combination with two intersecting tracks and an intersection mechanism adapted to make either track continuous at the intersection,.actuating\means for the intersection mechanism embodying two controlling means each having a normal position to which they normally automatically return after operation, the two controlling means when in normal position together causing the intersection mechanism to take a normal position in which one track is continuous, and either of the controlling means in abnormal position causing the intersection mechanism to take a position; in which the other track is continuous, said two controlling means being actuatable one by a car or train at one side of the intersection and the other by a car or train at another side tracks, one of said controlling means when actuated controlling the intersection mechanism, and Interacting means between the controlling means holding one of them in -of the intersection, releasable means for' actuated position and releasable by the other. p i

16. In combination with two intersecting 1 tracks and an intersection mechanism adapted to make either track continuous at the intersection, 4 a controlling system for the mechanism embodying a pair of controlling means actuatable by cars or trains on the tracks, either. of said controlling means when actuated causing the intersection mechanism to move from one of its positions to its other position and be held in the last mentioned position, and both ofsaid means when in normal position cause by their joint action the return of the mechanism to its first mentioned position, and interacting means between the controlling means holding one of them in actuated position and releasable by the other.

17 In combination with two intersecting tracks and an intersection mechanism adapted to make either track continuous at the intersection, a controlling system for the mechanism embodying a pair of controlling means actuatable by cars' or trains on the ,7 tracks, either of said controlling means when actuated causing the intersection mechanism to move from'one of its positions to its other position and be held in the last mentioned position, and both of said means when in normal position cause by their joint action the return of the mechanism to its first mentioned position,- and interacting mechanism to be set in position making the other track continuous, and interacting means between the controlling means holcl-' position and ing .one of them in actuated releasable by the other.

19. In combination with two intersecting u e 6 tracks and an lntersection' mechanism adapted to make either track continuous at the intersection, a controlling system for the mechanism embodying a pair of controlling means'actuatable one by a car or train approaching the intersection on one of the tracks and the other by the car or train leaving the intersection on 'the same track, said means having each a normal position in which by their combined action they allow the intersectionmechanism to make the other track continuous at the intersection and each of said means independently of the other adapted in its actuated position for causing the intersection mechanism. to mak the first mentioned track continuous at the intersection.

20. In a control system for intersection mechanisms, in combination with intersecting tracks and an intersection mechanism adapted to make either track" continuous at the intersection, control means actuatable to cause operation of the intersection mechanism to make one track continuous at the intersection, and a time periodi-mechanism operable at times to cause re-operation of the intersection Jmechanism. after the first operation.

21. In a control system for intersection mechanisms, in combination with intersecting tracks and an intersection mechanism adapted to make either track-continuous at the mtersection, control means-actuatable to cause operation of the intersection mechanism to make one track continuous at the intersection, and atime period mechanism operable at times to cause re-o eration of the intersection mechanism at t e lapse of a predetermined time period after actuation of the control means has'ceased.

22. In a control system for intersection mechanisms, in combination with intersecting tracks and an intersection mechanism adapted to make either track continuous at the intersection, control means actuatable to cause operation of the intersection mecha-- nism to make one track continuous at the intersection, means to hold the control means in its actuated condition, anda time period mechanism operable at times to cause re-' lease of theholding means.

23. In a controlsystemfor intersection mechanisms, incombination with intersecting tracks and an intersection mechanism adapted to make either track, continuous at the intersection, control means actuatable to cause operation of, the intersection mechanism to make one track continuous at the intersection, means for preventing the actuation of the control" means, and a time period mechanism operable at times acting to cause release of the control means from the action of the preventing means. a

124. In a control system for intersection mechanisms, in combination with intersecting tracksand; an intersection mechanism adapted tomake either track continuous at the intersection, means actuatable by a car or train approaching the intersection to actuate the intersection mechanism, means actuatable by the car or train leaving the intersection to re-actuate. the intersection mechan sm, a tlme period mechanlsm' operable at times to cause reactuation after the first actuation; means actuatable by arcar approaching on the other track to prevent actuation of the intersection mechanism, and

another time period mechanism operable at times and. adapted to nullify the preventing action "of said last mentioned means.

25. In combination with intersecting tracks and anintersectionmechanism adapted to makev either track continuous at the inter section, operating means for the intersectionv mechanism adapted to move it from one position to the other and adapted when once initially actuated to go through with its operation automatically to move the interSec tion mechanism from a position making one track continuous to a posltion making the other track continuous, control means to cause initial actuation of the operating means, and means for preventing initial actuation of the operating means by the control means.

26. In combination with intersecting tracks and an intersection mechanism adapted to make either track continuous at the intersection, operating means for the intersection mechanism adapted to move it from one position to the other and adapted when once initially actuated to go through with its operation automatically to move the in tersection mechanism from a position making one-track continuous to a position making the other track continuous, control means to cause initial actuation of the operatingmeans, and means for preventing initial actuation of the operating means by the control means; the control means being actuatable by a car or train approaching the intersection on one trackand the preventing means being actuatable by a car or other track: continuous, control means to cause nitial actuation of the operating means, the control means having a normal position in; which it causes the intersection mechanism normally tostand in a position to make one track continuous at the intersection, and the controlmeans being'actuatable by a, carer train approaching on an-' other track to cause the intersection mechanism tobe'moved to position to make that track continuous at the intersection; and

means actuatable by a car or train approaching on the first mentioned track for preventing initial actuation of the operating means by the control means.

28. In combination with intersecting tracks and an intersection mechanism adapted to makeeither track continuous at the intersection, operating means for the intersection mechanism adapted to move it from one position to the other and adapted when once I initially actuated togo through with its operation automatically to move the intersection mechanism from aposition making one track continuous to a position making the other track continuous, control means to cause initial actuation of the operating means, the controlmean's having a normal position in which .it' causes the intersection mechanism normally to stand in a position to make one track continuous at the intersection, and the control means being actuatable by a car or train approaching on another track tocause'the intersection mechanism to bemoved to position to make that track continuous 'at the intersection; and

means actuatable by a car or train approaching on the first mentioned track .for preventing initial actuation of the operating means by the control means; said last mentioned preventive means being. independent of and having no control over the return of the intersection mechanlsm ,to normal pos1-. tion.

29'. In combination with intersecting tracks H and an intersection mechanism adapted to make either track continuous at the intersection, operating means whereby the mech anism is caused to be set in position to make one track continuous at the intersection, and a preventive controlling systemv to prevent such operation of the intersection mechanism actuatable by a car on the other track and including two control means either of which when actuated causes prevention of such said operation, saidcontrol means be-,

ingactuatable one'by. a car or train approaching the crossing on said track and the other by a car or train movinga way from said crossing onsaid track; andinteracting means between the control means holding the first mentioned one in actuated position and releasable by the other. 1

In witness that I claim the foregoing I.

have hereunto subscribed my name this 28th day. of December 1917. i

I SAMUEL E. MCFARLAND. Witness:

V. BnRINonn. 

